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O 9, 9 D. BOWERS 1,733,396

ELECTROMAGNETIC MEANS FOR CONTROLLING AIR BRAKES 5 11 ucnfo't L. .11 .Bow era T as 13 attozmm Oct. 29, 1929. L. D. BowERs 1,733,396

I ELECTROMAGNETIC MEANS FOR CONTROLLING AIR BRAKES Filed March 8, 1928 4 Sheets-Sheet 2 6'6 r I L..D-..Bowe2-w Oct. 29, 1929. L. D. BQWERS ELECTROMAGNETIC MEANS FOR CONTROLLING AIR BRAKES Filed March 8, 1928 4 Sheets-Sheet El btowvm f Oct. 29, 1929. BOWERS 1,733,396

ELECTROMAGNETIC MEANS FOR CONTROLLING AIR BRAKES Filed March 1928 4 Sheets-Sheet 4 W ,1 I 6 flmnsm/cy j f SERV/Cf f k A K115 w 4 Mp z? X] 23 729 5'0 62 1'7 i Z 22 5/13 x729 do ,5 65 fifLi/nsz I W// 2 /5 I66 26' {i7 /5 [J6 LUZ) Bo u/era Patented Oct. 29, 1929 UNITED STATES LESLIE D. BOWERS, OF STREATOR, ILLINOIS ELECTROMAGNETIC MEANS FOR- COI ITROLLING AIR BRAKES Application filed March 8, 1928. Serial No. 260,055.

This invention has for its object the provision of means whereby air brakes may be operated electrically without affecting the usual pneumatic operation, and a particular object of the invention is to provide means whereby the brakes upon a long train may be operated instantly throughout the length of the train and the serial operation, which is present in the pneumatic control, will be avoided. Another object of the invention is to provide means whereby an emergency application of the brakes will be more effectual than the emergency application by the pneumatic means, and a further object of the invention is to provide an electric controlling mechanism which may be added to the standard equipment and operated without affecting the operation of the standard pneumatic equipment. The invention is illustrated in the accompanying drawings and will be here-- inafter fully set forth and defined.

In the drawings:

Figure 1 is a diagram of an air brake system having the electric mechanism applied thereto;

Fig. 2 is an enlarged sectional elevation of the controlling valve and the means for setting the same;

3 is an elevation of the controlling lever;

Fig. 4 is an end elevation, partly broken away and in section, of the controlling lever;

Fig. 5 is an enlarged transverse section of a portion of the means for setting the valve;

Figs. 6, 7, 8, 9 and 10 are enlarged longitudinal sections showing different positions of the valve;

Fig. 11 is a bottom plan view of the valve;

Fig. 12 is a top plan view of the valve block or bed plate;

Fig. 13 is an enlarged section of a nonreturn check valve which is employed;

Figs. 14 and 15 are sections of a double check valve which is employed in the apparatus;

Fig. 16 is a longitudinal section of the coupling employed to connect the electric cables upon two adjacent cars, and

Fig. 17 is an end elevation of such coupling.

Referring to Fig. 1, the reference numeral 1 indicates an air compressor which is mounted upon the locomotive and supplies air under pressure to the main storage reservoir 2 from which the air passes to the train line 3 through an engineers valve 4 which is nounted in the cab of the locomotive. Upon the tender and each car in the train, a branch pipe 5 leads from the train line to a triple valve 6 to deliver compressed air into an auxiliary reservoir 7. The air within the auxiliary reservoir passes through the triple valve into a pipe 8 which leads it to the brake cylinder 9 within which is a piston acting directly upon a lever 10 to apply the brake shoes 11 to the car Wheels, indicated at 12. The train line 3 is provided at the ends of each car with flexible hose 13 whereby the several cars may be coupled together and the air from the main reservoir supplied to the entire system. All these mentioned parts are standard equipment and are shown in a conventional diagrammatic manner only inasmuch as the present invention involves no change in the operation thereof. It may be noted that, while various types of this standard equipment are in use, the variations consist in details of construction and the operation of all the types is substantially the same.

In carrying out the present invention, there is provided an additional tank or reservoir 14: which I will term an emergency reservoir and the branch pipe 5 is extended so as to supply air to this emergency reservoir, a non-return check valve 15 being interposed in the extension 16 of the branch pipe. The reservoir 14 should have a capacity about three and one-half times that of the auxiliary reservoir, in order to supply a high brake cylinder pressure, although the train line might be depleted or even exhausted. There is also provided a valve casing 17 within which is mounted a slide Valve 18 which will be presently more particularly described. As 5 shown in Fig. 1, the branch pipe 5 has a lateral terminal portion 19 which delivers air to the triple valve 6 and from this lateral portion a pipe 20 extends to a port 21 leading upwardly through the bed plate or block 22 of the valve casing. Adjacent the port 21, a port 28 is formed through the block 22, and this port- 23 communicates through a pipe with the auxiliary reservoir 7. A pipe 25 is connected with the emergency reservoir i l and also with a port 26 in the valve block or bed 22 and alongside said. port 26 a port :27 is formed in the valve block to deliver air through a pipe 28 to the brake cylinder 9 whereby to effect an emergency application of the brakes. A port 29 in the valve bed or block communicates with the outside air, as indicated by the dotted lines in Fig. 12, so that this port constitutes an exhaust port. There is also a port 30 formed through. the bed or valve block, and this port communicates through a pipe 31 with the auxiliary reservoir 7 while adjacent the port 30 a port 32 is formed through the valve block to communicate through a pipe 33 and a double check valve 34L with the brake cylinder 9. Between the port and the end or the valve block is an exhaust port which eommuni' cates with the atmosphere, as indicated by the dotted lines in Fig.

The valve 18, as shown clearly in Figs. 2, 6, 7, 8, 9 and 10, is a slide valve having recesses 36, 37 and 38 in its under side which are adapted to operatively connect the respective ports in the operation of the apparatus as will hereinafter fully appear, and springs 39 interposed between the slide and the top of the valve casing serve to maintain the valve close to its seat so that the proper operation of the parts will be assured. Extending from one end of the valve through the adjacent end of the valve casing is a bar 40 having a rack a l formed on its upper side at its outer end por tion. Mounted in abracket lil whichis secured upon the car is a shaft 43 to which is secured a pinion a l meshing with the rack 11 whereby when the shaft 43 is turned, a horizontal movement will be imparted to the rack and the slide. Also secured upon the shaft 43 is an arm or armature 4-5 which has its lower portion enlarged, as shown at 4:6. the enlarge ment serving as a counter-weight to balance the arm so that it will tend to remain in any position in which it may be set. Mounted upon the upper portion of the bracket 42, in an arc concentric with the shaft 43, are live electric-magnets .17, a8, a9, and 51 which, when energized, will attract the armature arm 45 and thereby set the valve in a desired position. As shown most clearly in Fig. 5, the several electro-magrncts are secured to an overhanging flange 52 at the upper edge of the bracket 42 by screws 53 which are insulated from the bracket by filling or bushing fi l of any suitable material. The several magnets receive current over separate wires but have a common return wire, indicated at 55, which extends along); the outer edge of the flange 52 and is connected to the several magnets by branches 56 which constitute the ends of: the

magnet windings. The leading-in wires and the return wire 55 are carried through the length of the train in a cable 56 which is provided, at each end of each car or unit of the train with a coupling 57 which will be presently more particularly set forth. The cur rent for energizingthe magnets is supplied from a generator 58 mounted upon the locomotive and which may be a dynamo 0r battery as may be most convenient under any given circumstances. The circuit of any selected magnet is broken or closed by a controlling lever 59 mounted upon the locomotive and playing over a bracket 60 carrying contact plates 61,v 62, 63, 64: and 65 arranged in an arcuate series concentric with the fulcrum of the lever and each connected with one of the magnets. The bracket 60 is of insulating material. and the main body 66 of the lever is of metal constituting a good conductor. The body 66 is formed with an eye at its lower end encircling a stud pro iecting from a fulcrum plate 67 which is firmly secured to the bracket ()0 at the lower edge of the same, and a screw 68,, inserted through the eye and into the end of the fulcrum stud, serves to secure the lever thereon and also clamp to the lever the terminal of a conductor 69 which leads from the generator. ires 70 extend from the several contacts 61, 62, 63, 64 and 65 to the respective magnets, as will be understood upon reference to Fig. 2, so that when the lever is in engagement with any one of the contacts, the magnet occupying the corresponding posi tion upon the bracket 4-2 will be energized and the valve set accordingly. The several wires 70 extend through the cable 56 from which they branch to the magnets on the respective units of the train so that the units will be connected in multiple and will operate simultaneously. The lever includes a handle T1 of insulating material, and at the base of the handle is a socket 72 accommodating a stop plunger 73 pressed outwardly by a spring Tet so that it may yieldably engage any one of the notches 75, 76, 77, '78, 79, and 81 in the upper edge of the bracket 60. The body of the lever carries a carbon contact block near its upper end which is pressed rearwardly by a spring 83 and is adapted to ride over the bracket and the several contacts therein so as to close the circuit through a selected contact in an obvious manner.

As previously stated, a non-return check valve inserted the g 16 wliere om the train line is supplied to t cncy reservoir. crring to F valve incl a 84 having internally threaded openingz s at its ends whereby it may be secured to the alincd sections of the nine and between its ends is provided with a bushing 85 form-- inc? a seat for the valve body 8G,anu above the valve is a grill 8'? which limits the opening movement of the valve while at th same time it is constructed to permit the flow of air therethrough. The weight of the valve tends to hold it on its seat, as shown in i3, and the pressure from the emergency reseveir is applied to the top oi the valve, as will be understood upon referencto Fig. 1. il henever the pressures in the y pe 18, which is th same the train line, in the emergency reservoir are equal, the v will e t 1 its own weight, but t e emergency reservoir should pressure in the t1 will unseat the valve so that air will again into the emergency reserv ir to re-establish equilibrium.

The double check valve 84 is provided at the junction of the p pes 8 and 33 with the brake cylinder and its function is to prevent flow T m the pipe 8 when the brakes are operated electr ly and to prevent flow from the pipe 33 when the brakes are operated pneumatical y. As shown in Figs. 1 1 and 15, the valve casing includes a body 88 having a threaded opening or nipple 89 whereby it may be secured upon the pipe 33 and con taining seat 90 for the valve proper. The bod 88 also constructed l.

cylinder, and opposite said ed nipple 92 which may b b or on ll ted with a. safety valve i" th use such valve be deemed desi *ab.

end of tee isl conununica t the b ing or T 1.. 1 l r" the (halo-oer 98 smounr Lilo i the ras n 88. said chamber L I J l J ire brake c hnder. The consists of a piston 99 slidably within the bushing or provided at its ends with ashelen'ients 100, the length l less than the dis- 14, when the e o 1 rated pneumatically, the presbe greater than the pc 38 and, consequently, iven to the 90 and pe 38 will be prevent-Cd, c 8 passing through no i i'O the brake cylincei. in Fig. 15, wh

.1 sure iiolll air from the pipe 8 thereby cut oil, the air from the pi 3e 83 passing out through the ports 97 to the brake cylinder to set the brakes. The double check valve casing is arranged horizontally, as shown, in order that the piston valve will be moved only under the influence of the air admitted to the casing.

The cable coupling 5'" is a block of insulation into which the cable 56 is fitted at its rear end and this block is preferably flared from its center toward both ends, as indicated in Fig. 16, so that it may be conveniently handled. lVithin the coupling body, the several wires are freed of the cable and each wire is branched within the body, as shown at 101. One branch extends through the end of the coupling body is fitted with a metallic terminal 102 which is triagular in cross section while the other branch has its end secured to a metallic socket 103 within the end or" the coupling body which socket is also triangular in cross section. Referring to Fig. 1. it w 1 be noted that half of the terminals 102 are disposed with their apexes downward while the other half of the terminals are disposed with their apexes upward, and a sin'ular arrangement exists with the sockets. Obviously, it is intended that the projecting terminal 102 be engaged in corresponding s ckets 103 in the meeting coupling body and by reversing the terminals and lo eating all the sockets on one side of the vertical medial line of the body and the projecting terminals all on the opposite side of said line ccuracy in the coupling is insured so that there can be no crossing of the circuits at any point in the system. In the end face of each coupling body, around the several terminals, is a gasket or packing strip 104 which projects slightly from the face of the body so that, wien the two coupling bodies are brought together, a. tight joint will be effected and moisture cannot enter the coupling to destroy the elliciency of the electric contacts.

In F 2, the armature arm 4-5 is shown in an intermediate vertical position and the slide valve 18 will then be held in the lap position illustrated in Fig. 8. When it is desired to shift the valve, the controlling lever 59 is rocked upon its fulcrum so as to bring the contact block 82 onto the selected contact on the block and thereby close a circuit through the corresponding selected magnet.

a-ttracted and will swing to such position that it will be presented to the poles of said mag net, and this rocking of the arm will cause the pinion 4st to simultaneously rotate and by its engagement with the rack ll move the slide valve to the extreme left which is the position shown in Fi (3. In order that there may be no waste of current when the brakes are not applied, the notches 77 and 7 9 are provided at the opposite sides of the central notch 78, and when the lever is set so that the stop plunger or dog 73 engages either of these notches 77 or 79 the block 82 will bear against the face oi the insulated bracket 60 and, consequently, no current will llow.

The system is charged in the usual. manner which has been briefly referred to. The air is compressed by the compressor 1 and pas." s= therefrom into the main reservoir 2 whi stores and cools the air and from said reservoir it passes through the enginee1"s valve to the train line, branching from the train line at each unit through the branch 5 to charge the auxiliary reservoir through the triple valve, and it is maintained in the auxiliary reservoir to pass to the brake cylinder whether the brakes be operated electrically or pneumatically. Some of the air also passes from the branch 5 into the emergency reservoir and through the pipe 20, whichv may be called a maintaining pipe, inasmuch as this pipe communicates through the slide valve and the pipe 24 with the auxiliary reservoir so as to maintain the pressure there in. The air which passes into the emergency reservoir is held therein, except when an emergency application of the brakes is made, at which time it passes through the pipe 25, the slide valve and the pipe 28 directly into the brake cylinder. While the system is being charged with air, current may pass from the generator to the controlling lever which is at that time set in the notch 77 and no current will then pass beyond the lever until it is set to apply the brakes electrically.

\Vhen it is desired to make a service appli cation of the brakes, which will bring the cars to a smooth stop without unnecessary jolting or jarring, the control lever is brought over the notch 80, wl ereupon the circuit is closed through the contacts 82 and G l to energize the magnet 50. The armature arm 45 is, consequently, rocked so that the slide valve set in the position shown in Fig. 7, the recess or cavity 38 connecting the ports 30 and 32 and allowing air to pass from the auxiliary reservoir 7 through the pipe 31, the stated ports and the pipe 33 to the double check valve and thence to the brake cylinder, bringing about gradually a partial or full application of the brakes according to the period of time the control lever is held on the service notch. At this time the ports 26, 27, 29 and 35 are blanked, the ports 21 and 23 being connected and the maintaining pipe being in operation. If the lever be set in the central notch 78, the valve slide will be brought to the lap position shown in Fig. 8 in which all the ports leading to and from the brake cylinder are closed and the desired pressure will be held in the brake cylinders so that a light application or a gradual release may be made. In this lap position, however, the recess or cavity 36 connects the ports 21 and 23 so that air from the branch pipe 5 flows through the maintaining pipe 20, the valve and the pipe 24 into the auxiliary reservoir and the auxiliary reservoir pressure will be maintained, even though the triple valve may have moved to close the feeding groove thereof. This feature of the apparatus permits a constant brake cylinder pressure to be maintained so that the brakes may be held applied as long as desired, Without the alternate releasing of the brakes and recharging of the system which is necessary in the pneum'atic operation, and is Very desirable on heavy grades.

To release the brakes, the control lever is set in the notch 76 so that the magnet l8 will be energized and the armature arm rocked to the left in the drawings and consequently, will move the valve toward the right to the position shown in Fig. 9. In this position, the ports 21, 23, 26, 27, 29 and 30 are blanked but the port 32 is connected with the exhaust port so that the air in the brake cylinder may escape therefrom through the pipe 33, releasing the brakes. If it be desired to make a quick or full release, the control lever is placed on the full release notch so that the valve will be moved to the extreme right, as shown in Fig. 10, in which position the port 32 is blanked but the port 27, which is the terminal of the pipe 28 leading from the brake cylinder, is connected with the exhaust port 29 so that the air may pass quickly from the brake cylinder to the atmosphere, all other ports being blanked. To make anemergency application of the brakes, the control lever is caused to close the circuit through the con tact 6-5 and energize the magnet 51, resulting, in the slide valve being moved to the extreme left, as shown in Fig. 6. The port 26 lead ing from the emergency reservoir 14tis thus connected with the port 27 leading through the pipe 28 to the brake cylinder so that air passes directly from the emergency reservoir to the brake cylinder and eiiects a sudden and heavy application of the brakes, all other ports being blanked. It Will be noted that this action will occur regardless of how depleted the rest of the system may be as the air which enters the emergency reservoir is prevented from passing back into the train line by the non-return check valve 15 and can pass out through the slide valve only when the valve is in emergency position.

Inasmuch as the armature l5 is nicely balanced, it will tend to remain set in any position until some other magnet is energized. lVhen the train is running, the controlling lever is set on the notch 77, and as this movement is from either the lap position (notch 78) or release position (notch 76) the valve will rem in in either the lap or release position. its the n ".1 position of the valve is release, t ol lever may be set in running positio' a or shifting the valve to release and there iv avoid the use of current, except when the ilve is to be moved from one to another of its live positions.

When it is desired to hold the brakes in service position, as to prevent movement of a train on stee 3 grade, the control lever is seton the notch. 80 to appiy the brakes and then s ed to the T9 the by stopping the flow or current. The armature and valve will then remain in service position until the control lever is moved to the notch 7 8 or the notch 81.

In the ull 1e inder is exhausted v1 lease po tion, the brake cylpasses thcreu-om pract v quickly as the air cally direct to the atss ty for trainmen to pass along the train open the bleeder valves on the several auxiliary reservoirs is eliminated. I "lius save time and labor, avoid danger to the train crew, overcome waste of air from the auxiliary reservoir. As a complete release of the brakes is effected, there is no delay in starting a train due to brakes sticking and resulting damaged draft gear or fiat wheels.

Having thus described the invention, I claim:

1. Means for controlling air brakes including an emergency reservoir, means for charging said reservoir from the train line of the system, and means for admitting air from the emergency reservoir directly to the brake cylinders.

2. Means f controlling air brakes including pipes connecting the train line and the auxiliary reservoir independently of the triple valve, pipes connecting the auxiliary reservoir and the brake cylinder independ cntly of the triple valve, and a single controlling valve arranged to set up or cut off liow through all said pipes whereby to constantly maintain the desired pressure in the auxiliary reservoir and admit pressure to or it irom the'brake cylinder.

3. Controlling mechanism for air brakes comprising pipes establishing communication between the train line and the auxiliary reservoir and between the auxiliary reservoir and the brake cylinders independently the triple valve, a valve controlling flow through said pipes, and means for operating said valve independently or the or neers valve and the triple valve.

l. Means for controlling air brakes including pipes establishing communication between the line and the auxiliary reservoir and between the auxiliary reservoir and the brake cylinders independent of the triple valve, a slide valve controlling the flow through said pipes, and electric means for setting said valve in a selected position.

5. Means for controlling air brakes comprising pipes establishing communication be tween "the train line and the auxiliary reservoir and between the auxiliary reservoir and the brake cylinders independent of the triple valve, a slide valve controlling flow through said pipes, an oscillatory armature operatively connected with said valve, a plurality of magnets arranged an arcuate series concentric with said oscillatory armature, and means for selectively energizing the magnets whereby to set the valve in a selected position.

6. Means for controlling air brakes including pipes establishing communication be tween the train line and the auxiliary reservoir and between the auxiliary reservoir and the brake cylinders independently of the triple valve, a valve controlling the flow through said pipes, an oscillatory armature operatively connected with said valve, aplurality of ma 'nets arranged to act on said armature, a source oi electric energy, and a control lever arranged to selectively energize and ole-energize said magnets.

'Z'. lilieans for controlling air brakes comprising pipes estabiishing communication between tne train line and the auxiliary reservoir and between the auxiliary reservoir and the brake cylinders indepenoently of the triple valve, a valve controlling the flow through said pipes, an oscillatory armature operatively connected with said valve, a plurality of magnets aged to on said armature, a source oi oi CiliO energy, a common return from the magnets to said source, a plurality oi contacts remote from the magnets, conductors connecting each of s id contacts with one oi the magnets, a control lever arra ed to move over said contacts and establish electric connection with any one thereof, and a conductor leading from the source of electric energy to said control lever.

8. Means for operating air brakes in addition to and iiidependentiy of the pneumatic means comprising an emergency reservoir, a connection between said reservoir and the brake cylinder, a valve controlling flow through said connection, means for setting said valve, a connection betwen the emergency reservoir and the train line, and acheck valve i :rted in said means and seating by gravity wiiereby to open when the pressure in the reservoir falls below the pressure of the train line.

9. In an air brake system, the combination of a brake c v'iinder, a triple valve, an auxiliary reservoir and a pipe leading from the triple valve to the brake cylinder, of asecond pipe leading from the auxiliary reservoir to the brake cylinder, an electrically operated valve controlling the flow through said pipe, and a double check valve at the brake cylinder comprising a casing having a port connected with the brake cylinder and ports connected with the pipes leading from the triple valve and from the auxiliary reservoir respectively, valve seats at oposite sides of the port leading to the brake cylinder, and a piston valve playing between said seats.

10. In means for controlling air brakes electrically, a cable conducting the operating current, coupling bodies each receiving said cable through one end and provided at its opposite end with a plurality of sockets arranged in alininent, the conductors being branched within the coupling body and each having one branch electrically connected with one of said sockets and the otner branch provided with a terminal projecting from the body, the sockets and the terminals being oi triangular formation With their apcxes re versed and all the sockets being on one side of a central line and all the 'iGl'lDlllfLlS on the other side of a central line whereby the sociaets and terminals of opposed ceuplii will be properly engaged.

11. In an air brake system including a train line, a triple valve, and an au; 'l! I reservoir, means for by-passing air are and triple valve from the train line to the a iary reservoir, a valve controlling flow through said by-passing means, and me extraneous to the by-passing means for s0 ting said valve.

12. In an. air brake system inchid supply and a brake cylinder, a pin airpas' L, .1 independcntly cc-nn supply with one end of the bra valve casing having a line of po some of said ports forming p spective air p -e and other pol. tuting exhai a :-;lid@ valve havii in its under side adapted to nect certain oi the ports to slow application t r role electro-inagnetic mean l,

in testimony whercol i aveasec 

